EP0753112B1 - Gearbox, especially for a motor vehicle - Google Patents

Gearbox, especially for a motor vehicle Download PDF

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Publication number
EP0753112B1
EP0753112B1 EP95913162A EP95913162A EP0753112B1 EP 0753112 B1 EP0753112 B1 EP 0753112B1 EP 95913162 A EP95913162 A EP 95913162A EP 95913162 A EP95913162 A EP 95913162A EP 0753112 B1 EP0753112 B1 EP 0753112B1
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EP
European Patent Office
Prior art keywords
transmission
clutches
transmission according
gears
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP95913162A
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German (de)
French (fr)
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EP0753112A1 (en
Inventor
Walter Kuhn
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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Publication of EP0753112A1 publication Critical patent/EP0753112A1/en
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Publication of EP0753112B1 publication Critical patent/EP0753112B1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19167—In series plural interchangeably locked nonplanetary units

Definitions

  • the invention relates to a transmission, in particular for a motor vehicle.
  • a transmission has the task of operating conditions between a drive motor and a Adapt motor vehicle as well as possible.
  • the different Operating conditions of a motor vehicle (loaded, unloaded, city, country, highway and mountain trip etc.) require a wide range of traction and speed.
  • a gearbox with at least four or more gears required or desirable.
  • the powertrain is one Motor vehicle designed so that the maximum speed is achieved in the plane at maximum engine power.
  • the Top speed and driving performance depend on Driving resistance of the motor vehicle. To a higher driving speed to achieve without disadvantages in the Mileage in the lower and middle speed range To accept, it has become common to switch manually Use gear with five gears.
  • the overdrive can be designed so that by a Reduction of engine speed in a consumption-optimized Area can be driven. Whether the inherent advantage an overdrive is heavily dependent on the respective Driver type. A little shift-happy driver usually does not exist from an existing overdrive Make use.
  • From DE-A 28 42 390 is an electronic switching device become known for operating an overdrive, which allows switching of a switching pattern.
  • the driver of the motor vehicle depending on whether it's an economic or a performance-based one Driving style is desired, the switching conditions of the overdrive to adjust.
  • the overdrive by a additional switch in the gear lever operated by the driver, whereby a contact in the gearbox ensures that the overdrive can only be switched on if previously the highest gear was engaged.
  • DE-A 30 26 742 describes a method for a Engine intervention when changing gear of a multi-speed transmission became known.
  • the step transmission is as a manual one Gear designed with an additional overdrive.
  • Of the Overdrive is controlled by an automatic transmission control Dependence on vehicle parameters switched on and off.
  • the known proposal deals with engine intervention when switching the overdrive on or off, to one if possible to achieve smooth switching.
  • About the training of the Stepped gearbox itself is not specified.
  • DE-A 29 21 169 is also a multi-course, synchronized manual transmission that four gears and an overdrive for the third and fourth gear having.
  • the gear wheels for the third and fourth Gear is assigned to an additional pair of gear wheels.
  • This Gearwheel pair is preferably operated hydraulically Multi-plate clutch switched on or off. When closed Clutch and switched third or fourth The longer gear ratio of the gear pair is effective. If the clutch is opened (when the accelerator pedal is depressed), is from the overdrive to the direct, shorter Translation of the shifted third or fourth gear switched back, which is practically a switch back in corresponds to a lower gear.
  • GB 2 096 251 A1 which shows the features of the preamble of claim 1, is a group transmission known for agricultural vehicles that are from a powershift transmission and a sliding gear transmission put together.
  • gears become selective by moving it axially on the output shaft Fixed wheels of a countershaft engaged or the output shaft via claws with the output shaft directly switched through.
  • This type of circuit is in the Road traffic unsuitable because the gears are in tooth-on-tooth position the gears can not be switched and the shaft speed is only synchronized by accelerating can be.
  • the invention has for its object a transmission with a large translation area to create in the lower gears in a way that the driver is used to can be switched manually with additional overdrive gears, that connect to the largest gear.
  • This Gears are said to be particularly lightweight and distinguish a small space with low manufacturing costs.
  • the object on which the invention is based is achieved Transmission according to the features of claim 1, in particular for a motor vehicle, as a group transmission is formed, the base of which by Synchronous transmission with less than five gears formed is and that is supplemented by a powershift transmission one: manual transmission with at least five gears and at least two overdrive gears that are engaged when the highest gear can be switched on and off automatically.
  • a Such a group transmission reduces the one for one Manual gearbox required effort to a minimum.
  • For a 5-speed gearbox with two additional overdrive gears has the synchronized gearbox used as the basis only three courses.
  • total three non-positive switching elements for example Multi-plate clutches, of which one of these clutches used as a starting clutch.
  • the group transmission shown schematically in Fig. 1 1 consists of a synchronous gearbox 2 and a powershift transmission 3 together.
  • the general construction principle consists in the Instruction, a synchronous transmission 2 with less than five courses to use as a base and this by one Powershift transmission 3 to be added to group transmission 1.
  • This group transmission should have at least five have manually shiftable gears.
  • At the highest switched Gear should have at least two overdrive gears connect depending on certain operating parameters are automatically switched on and off.
  • Gears 1 to 5 and reverse gear can be from Driver via a gear lever - preferably according to the usual Shift pattern with three shift lanes, each in Opposing adjacent aisles - selected manually will.
  • a group transmission 1 which consists of a synchronous transmission 2 with three gears and a powershift transmission 3 is also formed with three courses. From the The number of possible nine gears will be the according to translation and gear selection suitable gears, namely: five gears that are manually shifted and two overdrive gears, who connect to the highest gear and are automatically switched on and off.
  • An input shaft 4 stands with one itself, not shown motor drive in drive connection.
  • the Drive power flows through a constant consisting of Fixed wheels 5 and 6, on a countershaft 7.
  • Further fixed gears 8 are on the countershaft 7 and 9 arranged in constant meshing connection with Idler wheels 10 and 11 stand.
  • the idler gears 10 and 11 are on an intermediate shaft 12 rotatably mounted.
  • the idler gears 10 and 11 are preferably hydraulically actuated clutches B and C assigned. With the help of these couplings B, C can change gears with high shift quality under load can be carried out without interrupting the tractive force.
  • Coupling A is the clutches B and C. connected in parallel.
  • Coupling A is also preferred hydraulically operated; in the case described the Clutch A used as a starting clutch.
  • When closed Coupling A is the input shaft 4 with the intermediate shaft 12 connected to transfer the drive power.
  • a fixed gear 13 (lying on the right in the drawing) is rotatably connected to the intermediate shaft 12.
  • Fixed gear 13 belongs to the synchronous gearbox 2.
  • the intermediate shaft 12 thus also forms the input shaft of the synchronous gearbox 2.
  • the fixed gear 13 is with another fixed gear 14 on a countershaft 15 in constantly meshing Connection.
  • In addition to the fixed gear 14 are on this countershaft further fixed wheels 16, 17 and 18 arranged in a rotationally fixed manner.
  • Fixed gear 16 drives - reversing the direction of rotation - Via a turning wheel 19, an idler gear 20.
  • the idler gear 20 is rotatably mounted on an output shaft 21.
  • the fixed gear 17 stands with an idler gear 22 and the fixed gear 18 with an idler gear 23, both of which are also on the Output shaft 21 are rotatably mounted, in constant tooth engagement.
  • the clutches A, B and C of the powershift transmission 3 are preferably operated hydraulically. Furthermore, it can these clutches are wet-running multi-plate clutches act whose slip is regulated in addition can. If the slip of the clutches is regulated, occurring Torsional vibrations are reduced. Special Torsion dampers or a dual mass flywheel can therefore omitted.
  • Clutch A is used as a starting clutch; it is preferably by spring force in the closing direction actuated and opened hydraulically against this spring force. A special parking lock can therefore be omitted.
  • This group transmission is set accordingly 1 from the synchronous transmission 2 as the base and the Powershift transmission 3 together.
  • the transmission input shaft 4 is via a housing 24 the clutch A rotatably connected to a hollow shaft 25.
  • the hollow shaft 25 carries fixed gears 26 and 27.
  • the fixed gear 26 meshes with an idler gear 28 assigned to clutch B. is, while the fixed gear 27 with an idler gear 29, the Coupling C is assigned, is engaged.
  • the gear shifts 1-2, 3-4, 5-6 and 6-7 thus take place in the powershift transmission, while the gear shifts 2-3 and 4-5 in both powershift and synchronized gearboxes respectively.
  • the circuits of the overdrive gears 5-6 and 6-7 take place depending on selected operating parameters automatically.
  • the additional overdrive gears can be designed in this way be that by lowering the engine speed a consumption Driving style is guaranteed. Here maximum speed limits are not exceeded.
  • the driver has several options, a motor electronics 31 one Motor 32 or the group transmission 1 a performance request to register.
  • the accelerator pedal is primarily used for this (Accelerator pedal, throttle valve position) and a gear lever 33 via a mechanical connection 34 to the Synchronous clutches D, E, F and G of the synchronous gearbox 2 acts.
  • the electronic transmission control also receives 36 input signals (e.g. kick-down, position of the clutch pedal, brake switch on / off etc.), the be initiated by the driver.
  • the electronic transmission control From the engine electronics 31 electronic transmission control become important operating parameters of the engine communicated. There is also a Feedback of the accelerator pedal position and activity to the electronic transmission control. In addition, the electronic transmission control also operating parameters of the Group transmission 1, for example the oil sump temperature (e.g. warm-up program, overlap control couplings A, B and C etc.).
  • the oil sump temperature e.g. warm-up program, overlap control couplings A, B and C etc.
  • the electronic transmission control 36 delivers control signals to proportional pressure regulators.
  • the power shift these couplings are taken into account the position of the shift lever 33, the registered power request and that of the engine electronics 31 to the electronic transmission control signals.
  • the electronic transmission control 36 mainly takes over automatic activation and deactivation of the two overdrive gears, that is, it handles the timing the switching of clutches A, B and C as well as the adjustment the pressure in the clutches to the moment to be transmitted.
  • the Advantages of electronics can be fully used. In particular, fuel consumption, driveability, different operating conditions as well as the achievable Shift comfort can be optimized.
  • the transmission 4 can modify.
  • the mechanical connection 34 is eliminated.
  • the synchronous clutches of synchronous transmission 2 can then, for example with electrical or hydraulic assistants actuated and by the electronic transmission control 36 can be controlled directly.
  • From Synchronous transmission 2 are signals to the electronic Transmission control returned.
  • Prevent upshift or downshift For certain driving conditions, it is advantageous to use one Prevent upshift or downshift.
  • an upshift can be omitted when driving uphill.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Description

Die Erfindung bezieht sich auf ein Getriebe, insbesondere für ein Kraftfahrzeug.The invention relates to a transmission, in particular for a motor vehicle.

Bekanntlich hat ein Getriebe die Aufgabe, die Betriebsbedingungen zwischen einem Antriebsmotor und einem Kraftfahrzeug möglichst gut einander anzupassen. Die unterschiedlichen Einsatzbedingungen eines Kraftfahrzeugs (beladen, unbeladen, Stadt-, Land-, Autobahn- und Bergfahrt usw.) erfordern einen großen Zugkraft- und Geschwindigkeitsbereich. Um das Zugkraft-Geschwindigkeits-Diagramm nach Möglichkeit vollständig auszunutzen, ist ein Getriebe mit mindestens vier oder mehr Gängen erforderlich bzw. wünschenswert. Im allgemeinen ist der Antriebsstrang eines Kraftfahrzeugs so ausgelegt, daß die Höchstgeschwindigkeit in der Ebene bei maximaler Motorleistung erreicht wird. Die Endgeschwindigkeit und die Fahrleistungen sind abhängig vom Fahrwiderstand des Kraftfahrzeugs. Um eine höhere Fahrgeschwindigkeit zu erreichen, ohne hierbei Nachteile in der Fahrleistung im unteren und mittleren Geschwindigkeitsbereich in Kauf zu nehmen, ist es üblich geworden, handgeschaltete Getriebe mit fünf Gängen einzusetzen.As is well known, a transmission has the task of operating conditions between a drive motor and a Adapt motor vehicle as well as possible. The different Operating conditions of a motor vehicle (loaded, unloaded, city, country, highway and mountain trip etc.) require a wide range of traction and speed. Around the traction-speed diagram if possible, to fully exploit is a gearbox with at least four or more gears required or desirable. Generally, the powertrain is one Motor vehicle designed so that the maximum speed is achieved in the plane at maximum engine power. The Top speed and driving performance depend on Driving resistance of the motor vehicle. To a higher driving speed to achieve without disadvantages in the Mileage in the lower and middle speed range To accept, it has become common to switch manually Use gear with five gears.

Ferner sind Getriebe mit einer zusätzlichen Gangstufe (Overdrive) bekannt (GB-A 657 228).There are also gears with an additional gear (Overdrive) known (GB-A 657 228).

Der Overdrive kann so ausgelegt werden, daß durch eine Absenkung der Motordrehzahl in einem verbrauchsoptimierten Bereich gefahren werden kann. Ob der an sich gegebene Vorteil eines Overdrive ausgenutzt wird, hängt stark vom jeweiligen Fahrertyp ab. Ein wenig schaltfreudiger Fahrer wird von einem vorhandenen Overdrive in der Regel keinen Gebrauch machen. The overdrive can be designed so that by a Reduction of engine speed in a consumption-optimized Area can be driven. Whether the inherent advantage an overdrive is heavily dependent on the respective Driver type. A little shift-happy driver usually does not exist from an existing overdrive Make use.

Aus der DE-A 28 42 390 ist eine elektronische Schaltvorrichtung für die Betätigung eines Overdrive bekanntgeworden, die ein Umschalten eines Schaltmusters erlaubt. Auf diese Weise kann der Fahrer des Kraftfahrzeugs, je nachdem, ob eine wirtschaftliche oder eine leistungsorientierte Fahrweise gewünscht wird, die Umschaltbedingungen des Overdrive einstellen. Hierbei wird der Overdrive durch einen zusätzlichen Schalter im Schalthebel vom Fahrer betätigt, wobei durch einen Kontakt im Getriebe gewährleistet ist, daß der Overdrive nur eingeschaltet werden kann, wenn zuvor der höchste Gang eingelegt war.From DE-A 28 42 390 is an electronic switching device become known for operating an overdrive, which allows switching of a switching pattern. On in this way, the driver of the motor vehicle, depending on whether it's an economic or a performance-based one Driving style is desired, the switching conditions of the overdrive to adjust. Here, the overdrive by a additional switch in the gear lever operated by the driver, whereby a contact in the gearbox ensures that the overdrive can only be switched on if previously the highest gear was engaged.

Aus der DE-A 30 26 742 ist ein Verfahren für einen Motoreingriff beim Gangwechsel eines Stufengetriebes bekanntgeworden. Das Stufengetriebe ist als handgeschaltetes Getriebe mit einem zusätzlichen Overdrive ausgebildet. Der Overdrive wird durch eine automatische Getriebesteuerung in Abhängigkeit von Fahrzeugparametern ein- und ausgeschaltet. Der bekannte Vorschlag befaßt sich mit dem Motoreingriff beim Zu- oder Abschalten des Overdrive, um einen möglichst weichen Schaltvorgang zu erzielen. Über die Ausbildung des Stufengetriebes selbst wird nichts näheres ausgeführt.DE-A 30 26 742 describes a method for a Engine intervention when changing gear of a multi-speed transmission became known. The step transmission is as a manual one Gear designed with an additional overdrive. Of the Overdrive is controlled by an automatic transmission control Dependence on vehicle parameters switched on and off. The known proposal deals with engine intervention when switching the overdrive on or off, to one if possible to achieve smooth switching. About the training of the Stepped gearbox itself is not specified.

Aus der DE-A 29 21 169 ist ferner ein mehrgängiges, synchronisiertes Handschaltgetriebe bekanntgeworden, das vier Gänge und zum dritten und vierten Gang je einen Overdrive aufweist. Den Gangrädern für den dritten und vierten Gang ist ein zusätzliches Gangradpaar zugeordnet. Dieses Gangradpaar wird über eine vorzugsweise hydraulisch betätigbare Lamellenkupplung zu- oder abgeschaltet. Bei geschlossener Kupplung und geschaltetem dritten oder vierten Gang ist die längere Übersetzung des Gangradpaares wirksam. Wird die Kupplung geöffnet (beim Niedertreten des Gaspedals), wird aus dem Overdrive in die direkte, kürzere Übersetzung des geschalteten dritten oder vierten Ganges zurückgeschaltet, was praktisch einem Zurückschalten in einen niedrigeren Gang entspricht.DE-A 29 21 169 is also a multi-course, synchronized manual transmission that four gears and an overdrive for the third and fourth gear having. The gear wheels for the third and fourth Gear is assigned to an additional pair of gear wheels. This Gearwheel pair is preferably operated hydraulically Multi-plate clutch switched on or off. When closed Clutch and switched third or fourth The longer gear ratio of the gear pair is effective. If the clutch is opened (when the accelerator pedal is depressed), is from the overdrive to the direct, shorter Translation of the shifted third or fourth gear switched back, which is practically a switch back in corresponds to a lower gear.

Bei der vorstehend erläuterten Konzeption eines Getriebes ist nachteilig, daß der Fahrer insofern klare Verhältnisse vermißt, als er nach einiger Zeit nicht mehr weiß, ob er nun zum Beispiel im dritten Gang oder im dritten Gang mit zugeschaltetem Overdrive fährt. Er weiß nun nicht, ob er unter bestimmten Verhältnissen schalten soll oder nicht. Will der Fahrer beispielsweise vom dritten Gang in den vierten Gang schalten, kann sich der dritte Gang-Overdrive für ihn unerwartet zuschalten. Die fehlende Übersicht kann dazu führen, daß der Fahrer zudem über einen längeren Zeitraum im falschen Gang fährt.In the design of a transmission explained above is disadvantageous in that the driver has clear conditions missed when he stopped after a while knows whether it is now in third gear or third Gear with overdrive engaged. He knows now not whether it should switch under certain conditions or not. For example, the driver wants third gear The third gear overdrive can shift into fourth gear switch on for him unexpectedly. The lack of overview can lead to the driver also having a drives in the wrong gear for a longer period of time.

Aus der GB 2 096 251 A1, die die Merkmale des Oberbegriffs von Anspruch 1 zeigt, ist ein Gruppenschaltgetriebe für landwirtschaftlich genutzte Fahrzeuge bekannt, das sich aus einem Lastschaltgetriebe und einem Schiebe-Zahnradgetriebe zusammensetzt. Bei letzterem werden Zahnräder selektiv durch axiales Verschieben auf der Abtriebswelle mit Festrädern einer Vorgelegewelle in Eingriff gebracht oder die Abtriebswelle über Klauen mit der Abtriebswelle direkt durchgeschaltet. Diese Art der Schaltung ist aber im Straßenverkehr ungeeignet, da die Gänge bei Zahn-auf-Zahn-Stellung der Zahnräder nicht geschaltet werden können und die Drehzahl der Wellen nur durch Zwischengasgeben synchronisiert werden kann.From GB 2 096 251 A1, which shows the features of the preamble of claim 1, is a group transmission known for agricultural vehicles that are from a powershift transmission and a sliding gear transmission put together. In the latter, gears become selective by moving it axially on the output shaft Fixed wheels of a countershaft engaged or the output shaft via claws with the output shaft directly switched through. This type of circuit is in the Road traffic unsuitable because the gears are in tooth-on-tooth position the gears can not be switched and the shaft speed is only synchronized by accelerating can be.

Der Erfindung liegt die Aufgabe zugrunde, ein Getriebe mit einem großen Übersetzungsbereich zu schaffen, das in den unteren Gängen in einer für den Fahrer gewohnten Weise manuell geschaltet werden kann mit zusätzlichen Overdrive-Gängen, die sich an den größten Gang anschließen. Dieses Getriebe soll sich insbesondere durch ein niedriges Gewicht und einen kleinen Bauraum bei niedrigen Herstellkosten auszeichnen.The invention has for its object a transmission with a large translation area to create in the lower gears in a way that the driver is used to can be switched manually with additional overdrive gears, that connect to the largest gear. This Gears are said to be particularly lightweight and distinguish a small space with low manufacturing costs.

Die der Erfindung zugrunde liegende Aufgabe löst ein Getriebe gemäß den Merkmalen des Anspruchs 1, insbesondere für ein Kraftfahrzeug, das als Gruppenschaltgetriebe ausgebildet ist, dessen Basis durch ein Synchronschaltgetriebe mit weniger als fünf Gängen gebildet ist und das durch ein Lastschaltgetriebe ergänzt ist zu einem: handschaltbaren Getriebe mit mindestens fünf Gängen und mindestens zwei Overdrive-Gängen, die bei geschaltetem höchsten Gang selbsttätig zu- und abschaltbar sind. Ein derartiges Gruppengetriebe reduziert einerseits den für ein Handschaltgetriebe erforderlichen Aufwand auf ein Minimum. Für ein 5-Gang-Getriebe mit zwei zusätzlichen Overdrive-Gängen hat das als Basis verwendete Synchronschaltgetriebe lediglich drei Gänge. Im lastschaltbaren Teil werden insgesamt drei kraftschlüssige Schaltelemente, zum Beispiel Lamellenkupplungen, eingesetzt, wovon eine dieser Kupplungen als Anfahrkupplung Verwendung findet. Auch für diesen Teil des Getriebes gilt, daß der erforderliche Aufwand auf ein Minimum reduziert ist. Durch die vorgeschlagene Kombination eines Synchronschaltgetriebes mit einem Lastschaltgetriebe besteht für den Konstrukteur die Möglichkeit, sieben geeignete Gänge auszuwählen. Hierbei ist der Stufensprung in den unteren Gängen größer, während er in den oberen Gängen abnimmt. Wenn die im Lastschaltgetriebe eingesetzten Kupplungen als schlupfgeregelte Kupplungen, beispielsweise als naß laufende Lamellenkupplungen ausgebildet sind, hat dies den Vorteil, daß bei Auftreten von Drehschwingungen ansonsten notwendige Torsionsdämpfer bzw. ein Zweimassen-Schwungrad nicht erforderlich ist. Trotz des großen Übersetzungsbereichs liegen für den Fahrer klare Verhältnisse vor, da sich das Getriebe für ihn, zumindest was die manuelle Schaltung anbelangt, als herkömmliches 5-Gang-Getriebe darbietet. Hierbei ist es durchaus von Vorteil, daß die Overdrive-Gänge erst dann wirksam werden können, wenn der größte Gang geschaltet ist. Andererseits ist der Fahrer bei entsprechenden Voraussetzungen dazu gezwungen, bewußt aus dem größten in einen niedrigeren Gang zurückzuschalten.The object on which the invention is based is achieved Transmission according to the features of claim 1, in particular for a motor vehicle, as a group transmission is formed, the base of which by Synchronous transmission with less than five gears formed is and that is supplemented by a powershift transmission one: manual transmission with at least five gears and at least two overdrive gears that are engaged when the highest gear can be switched on and off automatically. A Such a group transmission reduces the one for one Manual gearbox required effort to a minimum. For a 5-speed gearbox with two additional overdrive gears has the synchronized gearbox used as the basis only three courses. In the power shiftable part, total three non-positive switching elements, for example Multi-plate clutches, of which one of these clutches used as a starting clutch. For this too Part of the gearbox applies that the effort required a minimum is reduced. By the proposed combination a synchronous transmission with a powershift transmission the designer has the option of seven select suitable gears. Here is the step change larger in the lower gears, while in the upper Gears decreases. If the used in the powershift transmission Clutches as slip-controlled clutches, for example designed as wet-running multi-plate clutches are, this has the advantage that when torsional vibrations occur otherwise necessary torsion damper or a Dual mass flywheel is not required. Despite the large translation range are clear for the driver Conditions before, because the gearbox for him, at least As far as manual shifting is concerned, as a conventional 5-speed gearbox offers. It is an advantage here that the overdrive gears can only become effective when the highest gear is engaged. On the other hand the driver is forced to deliberately shifting from the largest to a lower gear.

Weitere für die Erfindung wesentliche Merkmale sowie die daraus resultierenden Vorteile sind der nachfolgenden Beschreibung mehrerer Ausführungsbeispiele der Erfindung zu entnehmen.
Es zeigen:

Fig. 1
ein Getriebeschema eines ersten Ausführungsbeispiels eines Gruppenschaltgetriebes;
Fig. 2
ein Getriebeschema eines zweiten Ausführungsbeispiels eines Gruppenschaltgetriebes;
Fig. 3
eine Übersicht in Tabellenform mit den Übersetzungen, Stufensprüngen und Schaltzuständen der Gruppenschaltgetriebe nach den Fig. 1 und 2 und
Fig. 4
eine mögliche Ausführungsform einer Getriebesteuerung unter Verwendung einer elektronischen Getriebesteuerung und mechanischen Betätigungselementen.
Further features essential to the invention and the advantages resulting therefrom can be found in the following description of several exemplary embodiments of the invention.
Show it:
Fig. 1
a transmission diagram of a first embodiment of a group transmission;
Fig. 2
a transmission diagram of a second embodiment of a group transmission;
Fig. 3
an overview in table form with the translations, increments and switching states of the group transmission according to FIGS. 1 and 2 and
Fig. 4
a possible embodiment of a transmission control using an electronic transmission control and mechanical actuators.

Das in Fig. 1 schematisch wiedergegebene Gruppenschaltgetriebe 1 setzt sich aus einem Synchronschaltgetriebe 2 und einem Lastschaltgetriebe 3 zusammen.The group transmission shown schematically in Fig. 1 1 consists of a synchronous gearbox 2 and a powershift transmission 3 together.

Das allgemeine Konstruktionsprinzip besteht in der Anweisung, ein Synchronschaltgetriebe 2 mit weniger als fünf Gängen als Basis zu verwenden und dieses durch ein Lastschaltgetriebe 3 zum Gruppenschaltgetriebe 1 zu ergänzen. Dieses Gruppenschaltgetriebe soll mindestens fünf manuell zu schaltende Gänge aufweisen. An den höchsten geschalteten Gang sollen sich mindestens zwei Overdrive-Gänge anschließen, die in Abhängigkeit bestimmter Betriebsparameter selbsttätig zu- und abschaltbar sind.The general construction principle consists in the Instruction, a synchronous transmission 2 with less than five courses to use as a base and this by one Powershift transmission 3 to be added to group transmission 1. This group transmission should have at least five have manually shiftable gears. At the highest switched Gear should have at least two overdrive gears connect depending on certain operating parameters are automatically switched on and off.

Die Gänge 1 bis 5 und der Rückwärtsgang können vom Fahrer über einen Schalthebel - vorzugsweise nach dem üblichen Schaltmuster mit drei Schaltgassen, in denen sich jeweils benachbarte Gänge gegenüberliegen - manuell ausgewählt werden.Gears 1 to 5 and reverse gear can be from Driver via a gear lever - preferably according to the usual Shift pattern with three shift lanes, each in Opposing adjacent aisles - selected manually will.

Bei dem erläuterten Ausführungsbeispiel handelt es sich um ein Gruppenschaltgetriebe 1, das aus einem Synchronschaltgetriebe 2 mit drei Gängen und einem Lastschaltgetriebe 3 mit ebenfalls drei Gängen gebildet ist. Aus der Anzahl der möglichen neun Gänge werden die nach Übersetzung und Stufensprung geeigneten Gänge selektiert, und zwar: fünf Gänge, die handgeschaltet werden und zwei Overdrive-Gänge, die sich an den höchsten Gang anschließen und selbsttätig zu- und abschaltbar sind.It is in the illustrated embodiment is a group transmission 1, which consists of a synchronous transmission 2 with three gears and a powershift transmission 3 is also formed with three courses. From the The number of possible nine gears will be the according to translation and gear selection suitable gears, namely: five gears that are manually shifted and two overdrive gears, who connect to the highest gear and are automatically switched on and off.

Eine Eingangswelle 4 steht mit einem selbst nicht dargestellten motorischen Antrieb in Antriebsverbindung. Die Antriebsleistung fließt über eine Konstante, bestehend aus Festrädern 5 und 6, auf eine Vorgelegewelle 7.An input shaft 4 stands with one itself, not shown motor drive in drive connection. The Drive power flows through a constant consisting of Fixed wheels 5 and 6, on a countershaft 7.

Auf der Vorgelegewelle 7 sind weitere Festräder 8 und 9 angeordnet, die in ständig kämmender Verbindung mit Losrädern 10 und 11 stehen. Die Losräder 10 und 11 sind auf einer Zwischenwelle 12 drehbar gelagert. Den Losrädern 10 und 11 sind vorzugsweise hydraulisch betätigbare Kupplungen B und C zugeordnet. Mit Hilfe dieser Kupplungen B, C können die Gangwechsel mit hoher Schaltqualität unter Last ohne Zugkraftunterbrechung vollzogen werden.Further fixed gears 8 are on the countershaft 7 and 9 arranged in constant meshing connection with Idler wheels 10 and 11 stand. The idler gears 10 and 11 are on an intermediate shaft 12 rotatably mounted. The idler gears 10 and 11 are preferably hydraulically actuated clutches B and C assigned. With the help of these couplings B, C can change gears with high shift quality under load can be carried out without interrupting the tractive force.

Bei geschalteter Kupplung B ist das Losrad 10 und bei geschalteter Kupplung C ist das Losrad 11 drehfest mit der Zwischenwelle 12 verbunden.When clutch B is engaged, the idler gear is 10 and at switched clutch C is the idler gear 11 rotatably with the Intermediate shaft 12 connected.

Eine weitere Kupplung A ist den Kupplungen B und C parallel geschaltet. Auch die Kupplung A wird vorzugsweise hydraulisch betätigt; im beschriebenen Fall findet die Kupplung A als Anfahrkupplung Verwendung. Bei geschlossener Kupplung A ist die Eingangswelle 4 mit der Zwischenwelle 12 zur Übertragung der Antriebsleistung verbunden.Another clutch A is the clutches B and C. connected in parallel. Coupling A is also preferred hydraulically operated; in the case described the Clutch A used as a starting clutch. When closed Coupling A is the input shaft 4 with the intermediate shaft 12 connected to transfer the drive power.

Ein Festrad 13 (in der Zeichnung rechts liegend) ist drehfest mit der Zwischenwelle 12 verbunden. Das Festrad 13 zählt zum Synchronschaltgetriebe 2. Die Zwischenwelle 12 bildet somit auch die Eingangswelle des Synchronschaltgetriebes 2. Das Festrad 13 steht mit einem weiteren Festrad 14 auf einer Vorgelegewelle 15 in ständig kämmender Verbindung. Neben dem Festrad 14 sind auf dieser Vorgelegewelle weitere Festräder 16, 17 und 18 drehfest angeordnet.A fixed gear 13 (lying on the right in the drawing) is rotatably connected to the intermediate shaft 12. Fixed gear 13 belongs to the synchronous gearbox 2. The intermediate shaft 12 thus also forms the input shaft of the synchronous gearbox 2. The fixed gear 13 is with another fixed gear 14 on a countershaft 15 in constantly meshing Connection. In addition to the fixed gear 14 are on this countershaft further fixed wheels 16, 17 and 18 arranged in a rotationally fixed manner.

Das Festrad 16 treibt - unter Umkehr der Drehrichtung - über ein Wenderad 19 ein Losrad 20. Das Losrad 20 ist auf einer Abtriebswelle 21 drehbar gelagert.Fixed gear 16 drives - reversing the direction of rotation - Via a turning wheel 19, an idler gear 20. The idler gear 20 is rotatably mounted on an output shaft 21.

Das Festrad 17 steht mit einem Losrad 22 und das Festrad 18 mit einem Losrad 23, die beide ebenfalls auf der Abtriebswelle 21 drehbar gelagert sind, in ständigem Zahneingriff.The fixed gear 17 stands with an idler gear 22 and the fixed gear 18 with an idler gear 23, both of which are also on the Output shaft 21 are rotatably mounted, in constant tooth engagement.

Zwischen dem Festrad 13 und dem Losrad 20 sowie dem Losrad 22 und dem Losrad 23 sind Synchronisationspakete angeordnet, die in der üblichen Weise ausgebildet sind und Synchronschaltkupplungen D, E und F sowie G aufweisen. Bei diesen Synchronschaltkupplungen D, E, F und G handelt es sich um die formschlüssigen Schaltelemente des Synchronschaltgetriebes 2.Between the fixed gear 13 and the idler gear 20 and Idler gear 22 and idler gear 23 are synchronization packages arranged, which are formed in the usual way and Have synchronous clutches D, E and F and G. At these synchronous clutches D, E, F and G are concerned the positive shift elements of the synchronous gearbox 2nd

Die Kupplungen A, B und C des Lastschaltgetriebes 3 sind vorzugsweise hydraulisch betätigbar. Ferner kann es sich bei diesen Kupplungen um naß laufende Lamellenkupplungen handeln, deren Schlupf darüber hinaus geregelt werden kann. Wird der Schlupf der Kupplungen geregelt, können auftretende Torsionsschwingungen abgebaut werden. Besondere Torsionsdämpfer bzw. ein Zweimassen-Schwungrad können daher entfallen. Die Kupplung A findet als Anfahrkupplung Verwendung; vorzugsweise wird sie durch Federkraft im Schließsinne betätigt und hydraulisch gegen diese Federkraft geöffnet. Eine besondere Parksperre kann daher entfallen. The clutches A, B and C of the powershift transmission 3 are preferably operated hydraulically. Furthermore, it can these clutches are wet-running multi-plate clutches act whose slip is regulated in addition can. If the slip of the clutches is regulated, occurring Torsional vibrations are reduced. Special Torsion dampers or a dual mass flywheel can therefore omitted. Clutch A is used as a starting clutch; it is preferably by spring force in the closing direction actuated and opened hydraulically against this spring force. A special parking lock can therefore be omitted.

Ein Gruppenschaltgetriebe 1, dem das Getriebeschema nach Fig. 2 zugrunde liegt, unterscheidet sich zwar in der konstruktiven Ausführung von dem Gruppenschaltgetriebe nach Fig. 1. Übereinstimmend setzt sich dieses Gruppenschaltgetriebe 1 aus dem Synchronschaltgetriebe 2 als Basis und dem Lastschaltgetriebe 3 zusammen.A group transmission 1, which the transmission scheme 2 is based, differs in constructive execution of the group manual transmission Fig. 1. This group transmission is set accordingly 1 from the synchronous transmission 2 as the base and the Powershift transmission 3 together.

Im Lastschaltgetriebe 3 unterscheidet sich diese Konstruktion von derjenigen nach Fig. 1 wie folgt:This construction differs in powershift transmission 3 1 as follows:

Die Getriebeeingangswelle 4 ist über ein Gehäuse 24 der Kupplung A drehfest mit einer Hohlwelle 25 verbunden. Die Hohlwelle 25 trägt Festräder 26 und 27. Das Festrad 26 kämmt mit einem Losrad 28, das der Kupplung B zugeordnet ist, während das Festrad 27 mit einem Losrad 29, das der Kupplung C zugeordnet ist, im Eingriff steht.The transmission input shaft 4 is via a housing 24 the clutch A rotatably connected to a hollow shaft 25. The hollow shaft 25 carries fixed gears 26 and 27. The fixed gear 26 meshes with an idler gear 28 assigned to clutch B. is, while the fixed gear 27 with an idler gear 29, the Coupling C is assigned, is engaged.

Bei geschlossener Kupplung B fließt die Leistung über das Festrad 26 und das Losrad 28 auf eine Vorgelegewelle 30. Analog hierzu fließt bei geschlossener Kupplung C die Leistung über das Festrad 27 und das Losrad 29 auf die Vorgelegewelle 30. Aus der Zeichnung ist ersichtlich, daß die Vorgelegewelle 30 dem Lastschaltgetriebe 3 und dem Synchronschaltgetriebe 2 gleichermaßen zugehört.When clutch B is closed, the power overflows the fixed gear 26 and the idler gear 28 on a countershaft 30. Analogously to this, when clutch C is closed the power on the fixed gear 27 and the idler gear 29 on the Layshaft 30. From the drawing it can be seen that the countershaft 30, the powershift transmission 3 and the synchronous transmission 2 listened equally.

Im übrigen fließt die Leistung bei geschlossener Kupplung A über die Zwischenwelle 12, die konzentrisch liegend zur Hohlwelle 25 gelagert ist. Auch hier kämmt das Festrad 13 der Zwischenwelle 12 mit dem Festrad 14, das aber hier drehfest mit der Vorgelegewelle 30 verbunden ist. Der Aufbau stimmt im übrigen ansonsten mit dem Gruppenschaltgetriebe nach Fig. 1 überein. Für die gleichen Fest- bzw. Losräder, angeordnet auf der Vorgelegewelle 30 bzw. der Abtriebswelle 21, werden daher die gleichen Bezugsziffern verwendet. Otherwise, the power flows when the clutch is closed A via the intermediate shaft 12, which is concentric to the hollow shaft 25 is mounted. The fixed gear combs here too 13 of the intermediate shaft 12 with the fixed gear 14, but that is rotatably connected to the countershaft 30 here. Of the Otherwise the structure is otherwise correct with the group transmission according to Fig. 1. For the same festival or Idler wheels, arranged on the countershaft 30 and the Output shaft 21, therefore, the same reference numerals used.

Durch die räumliche Anordnung der Kupplungen B und C in einem peripheren Bereich des Gruppenschaltgetriebes können diese auch als Trockenreibungskupplungen ausgebildet sein. Von besonderem Vorteil ist bei dieser Konstruktion die gute Zugänglichkeit zu den Kupplungen B und C.Due to the spatial arrangement of the couplings B and C in a peripheral area of the group transmission these are also designed as dry friction clutches be. This construction is particularly advantageous easy access to couplings B and C.

Aus der tabellarischen Übersicht nach Fig. 3 ist - bezogen auf die einzelnen Gänge 1 bis 7 bzw. den Rückwärtsgang R - die Übersetzung (Verhältnis der Winkelgeschwindigkeit des treibenden Zahnrades zum getriebenen Zahnrad), der Stufensprung (Verhältnis zweier benachbarter Übersetzungen) und die Schaltzustände der Kupplungen A, B und C sowie der Synchronschaltkupplungen - Schaltelemente D, E, F und G - ersichtlich.3 is related to the individual gears 1 to 7 or the reverse gear R - the translation (ratio of angular velocity of the driving gear to the driven gear), the Step change (ratio of two neighboring translations) and the switching states of the clutches A, B and C and the Synchronous clutches - shifting elements D, E, F and G - evident.

Aus den möglichen neun Gängen des kombinierten Synchron- und Lastschaltgetriebes wurden die Gänge mit feiner Abstufung des Lastschaltgetriebes bzw. mit groberer Abstufung des Synchronschaltgetriebes ausgewählt: Gang Übersetzung Kupplung Schaltelement 1 i = 4,50 A geschlossen F betätigt 2 i = 2,92 C geschlossen F betätigt Φ12 = 1,54 3 i = 1,90 A geschlossen G betätigt Φ23 = 1,53 4 i = 1,24 C geschlossen G betätigt Φ34 = 1,54 5 i = 1,00 A geschlossen D betätigt Φ45 = 1,24 6 i = 0,78 B geschlossen D betätigt Φ56 = 1,28 7 i = 0,65 C geschlossen D betätigt Φ67 = 1,20 From the possible nine gears of the combined synchronous and powershift transmission, the gears with fine gradation of the powershift transmission or with coarser gradations of the synchronous transmission were selected: gear translation clutch Switching element 1 i = 4.50 A closed F pressed 2nd i = 2.92 C closed F pressed Φ 12 = 1.54 3rd i = 1.90 A closed G operated Φ 23 = 1.53 4th i = 1.24 C closed G operated Φ 34 = 1.54 5 i = 1.00 A closed D operated Φ 45 = 1.24 6 i = 0.78 B closed D operated Φ 56 = 1.28 7 i = 0.65 C closed D operated Φ 67 = 1.20

Die Gangschaltungen 1-2, 3-4, 5-6 und 6-7 erfolgen somit im Lastschaltgetriebe, während die Gangschaltungen 2-3 und 4-5 sowohl im Lastschalt- als auch im Synchronschaltgetriebe erfolgen. Die Schaltungen der Overdrive-Gänge 5-6 und 6-7 erfolgen in Abhängigkeit ausgewählter Betriebsparameter selbsttätig.The gear shifts 1-2, 3-4, 5-6 and 6-7 thus take place in the powershift transmission, while the gear shifts 2-3 and 4-5 in both powershift and synchronized gearboxes respectively. The circuits of the overdrive gears 5-6 and 6-7 take place depending on selected operating parameters automatically.

Durch die aus dem höchsten Gang - im beschriebenen Ausführungsbeispiel dem 5. Gang - selbsttätig unter Last zu- und abschaltbaren Overdrive-Gänge ist eine hohe Schaltqualität gegeben. Dies macht sich in einem außerordentlich hohen Fahrkomfort bemerkbar.By from the highest gear - in the described Example of 5th gear - automatically under load Overdrive gears that can be switched on and off are high shift quality given. This makes one extraordinary high driving comfort noticeable.

Die zusätzlichen Overdrive-Gänge können so ausgelegt werden, daß durch Absenkung der Motordrehzahl eine verbrauchsökonomische Fahrweise gewährleistet ist. Hierbei werden Höchstgeschwindigkeitsgrenzen nicht überschritten.The additional overdrive gears can be designed in this way be that by lowering the engine speed a consumption Driving style is guaranteed. Here maximum speed limits are not exceeded.

Die Fig. 4 zeigt in schematisierter Darstellung eine mögliche Ausführung einer Getriebesteuerung. Der Fahrer hat mehrere Möglichkeiten, einer Motorelektronik 31 eines Motors 32 bzw. dem Gruppenschaltgetriebe 1 einen Leistungswunsch anzumelden. Hierzu dient in erster Linie das Fahrpedal (Gaspedal, Drosselklappenstellung) und ein Schalthebel 33, der über eine mechanische Verbindung 34 auf die Synchronschaltkupplungen D, E, F und G des Synchronschaltgetriebes 2 einwirkt. Vom Schalthebel 33 besteht ferner eine Verbindung 35 zu einer elektronischen Getriebesteuerung 36. Über diese Verbindung wird der elektronischen Getriebesteuerung die aktuelle Position des Schalthebels 33 mitgeteilt. Ferner empfängt die elektronische Getriebesteuerung 36 Eingangssignale (zum Beispiel Kick-down, Stellung des Kupplungspedals, Bremsschalter ein/aus usw.), die vom Fahrer initiiert werden. Von der Motorelektronik 31 werden der elektronischen Getriebesteuerung wichtige Betriebsparameter des Motors mitgeteilt. Ebenso erfolgt eine Rückmeldung der Fahrpedalstellung und -aktivität an die elektronische Getriebesteuerung. Daneben verarbeitet die elektronische Getriebesteuerung auch Betriebsparameter des Gruppenschaltgetriebes 1, zum Beispiel die Ölsumpftemperatur (zum Beispiel Warmlaufprogramm, Überschneidungssteuerung der Kupplungen A, B und C usw.).4 shows a schematic representation of a possible execution of a transmission control. The driver has several options, a motor electronics 31 one Motor 32 or the group transmission 1 a performance request to register. The accelerator pedal is primarily used for this (Accelerator pedal, throttle valve position) and a gear lever 33 via a mechanical connection 34 to the Synchronous clutches D, E, F and G of the synchronous gearbox 2 acts. There is also a shift lever 33 a connection 35 to an electronic transmission control 36. About this connection is the electronic transmission control the current position of the shift lever 33 communicated. The electronic transmission control also receives 36 input signals (e.g. kick-down, position of the clutch pedal, brake switch on / off etc.), the be initiated by the driver. From the engine electronics 31 electronic transmission control become important operating parameters of the engine communicated. There is also a Feedback of the accelerator pedal position and activity to the electronic transmission control. In addition, the electronic transmission control also operating parameters of the Group transmission 1, for example the oil sump temperature (e.g. warm-up program, overlap control couplings A, B and C etc.).

Durch den Schalthebel 33, der nach dem üblichen Schaltmuster eines 5-Gang-Getriebes mit Rückwärtsgang betätigt wird, werden die Synchronschaltkupplungen im Synchronschaltgetriebe 2 betätigt. Die Ansteuerung der Kupplungen A, B und C im Lastschaltgetriebe 3 erfolgt auf elektro-hydraulischem Wege. Die elektronische Getriebesteuerung 36 liefert Stellsignale an Proportional-Druckregler. Die Lastschaltung dieser Kupplungen erfolgt unter Berücksichtigung der Stellung des Schalthebels 33, des angemeldeten Leistungswunsches sowie der von der Motorelektronik 31 an die elektronische Getriebesteuerung rückgemeldeten Signale. Die elektronische Getriebesteuerung 36 übernimmt vor allem die selbsttätige Zu- und Abschaltung der beiden Overdrive-Gänge, das heißt, sie besorgt die zeitliche Ablaufsteuerung der Schaltung der Kupplungen A, B und C sowie die Anpassung des Drucks in den Kupplungen an das zu übertragende Moment. Bei der Zu- und Abschaltung der Overdrive-Gänge können die Vorteile einer Elektronik in vollem Umfang genutzt werden. Insbesondere können der Kraftstoffverbrauch, die Fahrbarkeit, unterschiedliche Einsatzbedingungen sowie der erzielbare Schaltkomfort optimiert werden.By the shift lever 33, which according to the usual Shift pattern of a 5-speed gearbox with reverse gear actuated the synchronous clutches in the synchronous gearbox 2 pressed. The control of the clutches A, B and C in the powershift transmission 3 takes place on electro-hydraulic Ways. The electronic transmission control 36 delivers control signals to proportional pressure regulators. The power shift these couplings are taken into account the position of the shift lever 33, the registered power request and that of the engine electronics 31 to the electronic transmission control signals. The electronic transmission control 36 mainly takes over automatic activation and deactivation of the two overdrive gears, that is, it handles the timing the switching of clutches A, B and C as well as the adjustment the pressure in the clutches to the moment to be transmitted. When switching the overdrive gears on and off, the Advantages of electronics can be fully used. In particular, fuel consumption, driveability, different operating conditions as well as the achievable Shift comfort can be optimized.

Es ist selbstverständlich möglich, die Getriebesteuerung nach Fig. 4 zu modifizieren. Beispielsweise kann die mechanische Verbindung 34 entfallen. Die Synchronschaltkupplungen des Synchronschaltgetriebes 2 können dann beispielsweise mit elektrischer oder hydraulischer Hilfskraft betätigt und von der elektronischen Getriebesteuerung 36 direkt angesteuert werden. Vorzugsweise werden die Synchronschaltkupplungen durch Magnetventile betätigt. Vom Synchronschaltgetriebe 2 werden Signale an die elektronische Getriebesteuerung rückgeführt. Insbesondere sind dies Signale, die die Stellung der Schaltstangen der Synchronschaltkupplungen oder auch andere Informationen, wie zum Beispiel die Abtriebsdrehzahl des Gruppenschaltgetriebes, repräsentieren. Es ist ferner zweckmäßig, dem Fahrer den aktuellen Schaltzustand des Gruppenwechselgetriebes visuell anzuzeigen. Dies kann beispielsweise über ein LCD oder ein Overhead-Display geschehen.It is of course possible to control the transmission 4 to modify. For example, the mechanical connection 34 is eliminated. The synchronous clutches of synchronous transmission 2 can then, for example with electrical or hydraulic assistants actuated and by the electronic transmission control 36 can be controlled directly. Preferably, the synchronous clutches actuated by solenoid valves. From Synchronous transmission 2 are signals to the electronic Transmission control returned. In particular, these are Signals representing the position of the shift rods of the synchromesh clutches or other information, such as Example of the output speed of the group transmission, represent. It is also appropriate to the driver current shift status of the group change transmission visually display. This can be done, for example, via an LCD or a Overhead display happen.

Für bestimmte Fahrzustände ist es vorteilhaft, eine Hoch- oder Rückschaltung zu unterbinden. Beispielsweise kann bei einer Bergfahrt eine Hochschaltung unterbleiben.For certain driving conditions, it is advantageous to use one Prevent upshift or downshift. For example an upshift can be omitted when driving uphill.

Claims (15)

  1. Transmission, in particular for a motor vehicle, in the form of a group transmission (1), which is basically formed by a shift transmission having less than five speed gears and is supplemented by a power shift transmission (3), characterized in that the shift transmission takes the form of a synchromesh transmission (2) and together with the power shift transmission forms a transmission having at least five manually selectable speed gears and at least two overdrive speed gears which, given manual selection of the highest speed gear, are automatically engageable and disengageable.
  2. Transmission according to claim 1, characterized in that the synchromesh transmission (2) and the power shift transmission (3) are in each case a three-speed transmission and that from the possible nine speed gears a manually selectable 5-speed transmission with the two overdrive speed gears is formed.
  3. Transmission according to claim 1, characterized in that the power shift transmission (3) comprises an input shaft (4), a countershaft (7), an intermediate shaft (12), a constant with two fixed gear wheels (5, 6), as well as two further fixed gear wheels (8, 9) meshed with two loose gear wheels (10, 11), which are optionally non-rotatably connectable by clutches (B, C) to the intermediate shaft (12), and that a further clutch (A) is provided which connects the input shaft directly to the intermediate shaft.
  4. Transmission according to claim 3, characterized in that the intermediate shaft (12) serves as the input into the synchromesh transmission (2) and carries a fixed gear wheel (13), which is in meshing connection with a further fixed gear wheel (14) of a countershaft (15).
  5. Transmission according to claim 4, characterized in that the intermediate shaft (12) is non-rotatably connectable by a synchronizing clutch (D) to an output shaft (21) of the synchromesh transmission (2).
  6. Transmission according to claims 2, 4 and 5,
    characterized in that the three speed gears of the synchromesh transmission (2) are formed by fixed gear wheels (14, 17 and 18) of the countershaft (15), the fixed gear wheel (13) of the intermediate shaft (12) and further loose gear wheels (22, 23), which are rotatably supported on the output shaft (21).
  7. Transmission according to claim 6, characterized in that the fixed gear wheel (13) of the intermediate shaft (12) and the loose gear wheels (20, 22 and 23) of the output shaft (21) are connectable non-rotatably to the output shaft (21) by synchronizing clutches (D, E, F and G).
  8. Transmission according to claim 3, characterized in that the input shaft (4) is non-rotatably connected by a housing (24) of the clutch (A) to a hollow shaft (25), that the hollow shaft (25) has two fixed gear wheels (26, 27) which mesh with loose gear wheels (28, 29), which are rotatably supported on a countershaft (30) of the group transmission (1).
  9. Transmission according to claim 8, characterized in that clutches (B, C) are associated with the loose gear wheels (28, 29).
  10. Transmission according to claim 9, characterized in that the clutches (B, C) take the form of dry friction clutches.
  11. Transmission according to claim 2, characterized in that the manually selectable five speed gears of the group transmission (1) are manually selectable by means of a shift lever (33) and that synchronizing clutches (D, E, F and G) of the synchromesh transmission (2) are operated by means of a mechanical connection (34).
  12. Transmission according to claim 11, characterized in that the power shift transmission (3) is operated by means of electro-hydraulic clutches (A, B and C).
  13. Transmission according to claims 1 or 2, characterized in that automatic engagement and disengagement of the two overdrive speed gears is effected in dependence upon preselected operating parameters by means of an electronic transmission controller (36).
  14. Transmission according to claims 1 or 2, characterized in that selection of the highest manually selectable speed gear and of the two overdrive speed gears - when the synchronizing clutch (D) is closed - is effected by means of the clutches (A, B and C) in the power shift transmission (3) of the group transmission (1).
  15. Transmission according to claims 3 or 8 and 9,
    characterized in that the clutches (A, B and C) take the form of wet-operating multiple-disc clutches, the slip of which is controllable.
EP95913162A 1994-03-30 1995-03-25 Gearbox, especially for a motor vehicle Expired - Lifetime EP0753112B1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4411114A DE4411114A1 (en) 1994-03-30 1994-03-30 Transmission, in particular for a motor vehicle
DE4411114 1994-03-30
PCT/EP1995/001131 WO1995027158A1 (en) 1994-03-30 1995-03-25 Gearbox, especially for a motor vehicle

Publications (2)

Publication Number Publication Date
EP0753112A1 EP0753112A1 (en) 1997-01-15
EP0753112B1 true EP0753112B1 (en) 1998-07-29

Family

ID=6514279

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95913162A Expired - Lifetime EP0753112B1 (en) 1994-03-30 1995-03-25 Gearbox, especially for a motor vehicle

Country Status (6)

Country Link
US (1) US5819601A (en)
EP (1) EP0753112B1 (en)
JP (1) JPH09511314A (en)
KR (1) KR970701844A (en)
DE (2) DE4411114A1 (en)
WO (1) WO1995027158A1 (en)

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Also Published As

Publication number Publication date
JPH09511314A (en) 1997-11-11
US5819601A (en) 1998-10-13
WO1995027158A1 (en) 1995-10-12
DE4411114A1 (en) 1995-10-05
EP0753112A1 (en) 1997-01-15
DE59502993D1 (en) 1998-09-03
KR970701844A (en) 1997-04-12

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